Transmission mechanism.



F. L. HITCHCOCK.

TRANSMISSION MECHANISM.

APPLICATION rlLD MAY 20.11914.

Patented Deo. 28, 1915.

2 SHEETS-SHEET I.

@ttor/Mwah F. I.l HITCHCOCK.

TRANSMISSION MECHANISM.

APPLICATION FILED MAY 20l 1914.

1,165,410.. PaIenIed De0.28',1915.

2 SHEETS-SHEET 2.

.LuMnIA PLANouRM-H co., WASHINGTON, u. c.

entran sans earners enrich.

FOR-REST L. HITCHCOCK, GF INDIANAEOLIS, ENDIANA, ASSGNOR OF @NE-HALF TO EVA R. TEMPLETON.

TRANSMISSION Meenemen.

meente.

Specification of Letters Eatent.

Patented Dee. 28, 1915.

To all Iwlw/m, 'it may concorre.:

Be it known that I, Fonnns'r L. Hrrcn* com a citizen of the United States, residing at indianapolis, Marion county, anc State of "indiana, have invented and discovered certain new and useful lmprovements in Transmission lifechanisms7 of which the following is a specification.

My invention. relates to transmission mechanisms and its object is to provide means whereby a straight line drive from the power mechanism to the driven mechanism may he obtained, whereby the connec tion of the driving mechanism with the intermediate speed change mechanism may be dispensed witl when the power mechanism is running at normal speeds so that a direct drive may be obtained between the power and the mechanism to be driven and to provide means whereby a friction drive connecting mechanism is provided in which the thrust shall be equal on each side of the main driving shaft and in which the regulation of the speed ma# be effected by means simple in construction and easily operated.

`With these ends in view my invention is embodied in preferable Vform in theY construction hereinafter described and illus trated in the accompanying drawings.

ln these drawings Figure 1 is a horizontal longitudinal section of the transmis sion mechanism; Fig. 2 a front elf'evation of the driving end of the same; F ig. 3, an elevation of the driven end of said mechanism; Fig. 1l, a side elevation pai ly broken away; F ig. 5, a section on line 5 of Figs. 1 and 4r; Fig. 6, a detail section on lineV 6-'6 of Fig. 8; Fig. T, a modification of the cennecting means between the main friction disks and the driving mechanism and Fig. 8 a detail rear elevation of a modified fo 'm of construction of the friction transmitting mechanism with therear of the case removed, and looking forward.

Referring to the drawings, 1 is the main driving shaft and 2 is a fly wheel or other driving member'lired on said shaft. rlhis wheel is mounted between an outer ball bearing sliding collar 3 and a similar inner sliding collar il. A block or ring 5 is interposed between the outer sliding collar 3 andv rollers 6 which are mounted on studs and are operated by means of a bell crank lever 8 which is carried on av shaft 9, The

-bell crank lever is controlled by a pedal 10 by means of which the wheel 2 may be forced inwardly through pressure applied to 'the roller and thence against the ring and movable bearings. The wheel 2 is pro vided with a` circumf ential flange 11 near its edge which flange is inclined inwardly from the face of the wheel and also has a radial flange 12v at the outer edge of flange 11. rl"he flange 11 has a frictional bearing surface 18, which is adapted to be forced into gripping contact with the inclined frietional bearing surface 11i of a flange l5 formed on a wheel 16. A spring 17 surrounds the hub of the wheel 16 and has a bearing against a sliding plate 1S and also against an adjustable plate 19 which is fixed on the hub of the wheel 16. The action of this spring is to normally force the flange of the wheel 2 against the flange of the wheel 16, thus holding them in frictional driving engagement; The wheel 2, wheel 16 and the spring 1T, therefore, constitute a clutch device, the normal clutching aetion'of which is adapted to be released by pressure applied to the pedal. The wheel 16 is fired upon a hollow shaft or tube 2O into which the main driving shaft 1 extends. This tube constitutes the transmission shaft of the mechanism and is connected to the driven shaft section 21. ln order to hold the clutch out of engagement, that is in neutral position, so that the power mechanism may be disconnected from the driven means, the pedal, bar is connected, as is usual. with link 17', lfig. el, piv'oted to a lever 18', which has a detent adapted to mesh with the teeth of a sector 19.

The flange 12 of the wheel 2 is provided with a circumferential driving face 22, which in the form shown in Fig. 1 is a mere friction face and is adapted to exert a frictional drive contact against the friction rings 23 and 2Liwhieh are fixed in rims 25 and 26 respectively of opposite friction disks 27 and 28. These disks are mounted on opposite sides of the shaft 1 and are movable radially with respect to the axis of said shaft by suitable adjusting means. They are adapted to be moved into and out of engagement with a friction ring 29 mounted in the rim 30 of a speed controlling and reversing wheel 31 which is lslidahly mounted on the shaft 2O by ineens cf a key 32 whereby the controlling wheel may be moved along the shaft but is adapted to be rotated therewith. The hub of this wheel isY provided with an extension in which is fitted a half ring 3 adapted to be engaged by the lower' end of alever 35 which is suitably pivoted on the supporting fraineof the device to which the mechanism is to be applied and has a handle extending within convenient reach of the operator so that the controlling wheel may be shifted along` the shaft. llihen such wheel is engaged with the dislrs 27 and 2S above the axes of these disks, viewed in Fig. l, then the driven mechanism is driven rearwardly or in reverse direction, while when the controlling member is shifted to the other side of the centers of the friction disks the mechanism is driven in the oppo site direction or forwardly. The sieed of the dish 3l will, of course, depend upon the relative distance of the saine from the centers of the disks 27 and 23. rlhe rear end of the hollow shaft 2O is mounted in suitable bearings 36 fixed in the wall of the casing.

lWhenever the member 2 of the clutch mechanism is shifted by the pedal to release the saine from engagement with the member 1G, the friction disl-:s 27 and must likewise be moved axially to engage them with the main controlling member 3l. To this end sleeves 37 and 38 are provided for the shafts ofthe disks 27 and 23 respectively and these sleeves have threads o9 which are adapted to engage corresponding threads formed yin the flange a() of the casing. A cap Llei surrounds the bearings on the outside of the shaft of the disk and a washer Ll2 is secured on the end of such shaft. Extending upwardly from each of the sleeves is an integral arm 43, to which is pivoted a linlr all, the outer end of which is pivoted 'to a lever 45 carried by the shaft 9, which is operated by the pedal l0, whereby upon op eration of the clutch mechanism through 'the pedal or spring 17, the shafts of the two friction disks 27 and 23 will be turned and caused to travel radially toward or away from shaft 20, owing to the engagement of the screw threads 39 and the corresponding threads in the casing 40.

Although the controlling member 31 is adapted to be shifted to and from the centers of the transmitting disks 27 and 23 by means of the lever 35 as heretofore described, yet this shifting action of the controlling wheel for the our )ose of controlling the s iced of the Vdriven mechanism may be effected by raising or lowering the rear end of the shaft 20, and the shafts l and 21 contained thorein. To this end the bearing 36 at the driven end` of the mechanism in which the tube is mounted is slidably carried in the casing and a cam 47 underneath this sliding bearing is adapted to lift the same when actuated by'a lever i8 connected thereto. Upon lifting the shaft and, tube the controlling wheel 31 will be lifted above the centers of the transmitting disks 27 and 28, and the off-center engagement of the wheel 3l with one of the dislrs at this point willfcause said wheel to Agradually travel along` the shaft 20, thus gradually increasing the speed of the mechanism. Since the dish* 27 a d 28 travelin opposite directions, it is necessary when the controlling wheelis shifted by the means just described that only one dishY be engaged therewith. To this end, one of' the arms lll (connected to one of the arms 43) is pro` vided with a notch oir-*recess if which is adapted to releasably engageV the pin at the upperend of the lever #143,r and by n of which open notch said arm all be disengaged from the leve` and one of the disks 27, 2S`engaged with Vthe wheel 3l, while the other dish is held out of contact th-i'e=.vitli,

ln Fig. 7. a modification of part of the connecting mechanism is shown in which gear teeth are pro fided between the main driving member, such 2 and the Vtransmitting friction disks sii "i as 27 Vand 28, instead of employing friction surfaces between-these n embers.

lin 8, anari freinent is illustrated in which four trans rting friction disks are employed instead of the two shown in Fig. l.

rlhe operation of -the'device is as fol-v parts illustrated are those customarily employed in automobiles for the purpose of regulating the speed, such 'as the pedal and the lever for moving tie controlling wheel.

lNhen the device is applied to an antonio# bile, the driving shaft l forms part ofor is a continuation of le main shaft of the enginefand extends fioinlfront 'to rear of the automobile behind the engine. arrangement the'ordinary fly wheel may be employed and the transmission mechanism icc In such an located to the rear of such fly wheel. Or if Y desired, the wheel 2 of my mechanism may be made heavy enough to constitute a fly wheel and inclosed within the outer case shown and described.V vVhen'it is desired toV Y disconnectthe axle .of the vehicle or other part to be driven from the engine, the pedal( is moved to neutral position and held therein Vby the engagement of the detent of lever 18 engaging with the sector 19, so that 'the Vwheel 2 will be held out of engagement with the wheel 16e/nd also said wheel2 will be held outV of engagement with the friction rings 23 and 24C of the friction driving disks 27 Vand 28 and hence the driving mechanism willbe out of connection with the powerV mechanism. Then starting the operation of the part to be driven, such as by connecting the engine with the rear driving laxle of an automobile, it is desirableto start on low speeds and to this end in my invention it is necessary to bring the intermediate friction mechanism into engagement. This is effected b y pressing down the pedal 10 which action will turn the shaft 9 and operate the bell crank lever 8 and thus press the rollers 6 against the sliding block 5 which transmits the thrust of the rollers through the ball bearings 3 and against the hub of the wheel 2, which wheel is keyed to the driving shaft 1. This pressure will force the wheel 2 inwardly with the shaft 1J separating the flange 11 and 15, so as Ato release the clutching action between the said member 2 .and the wheel- 16. At the same time the face of the flange l2 of the wheel 2 will be carried into frictional engagement with the rings 23 and 24- of the two disks 27 and 2S, by which engagement said latter disks are adapted to be driven on their respective shafts by the rotation of the wheel 2 which is fixed to the driving shaft. At the same time that the driving member 2 is forced into engagement ,with the disks, said disks will be carried toward the axis of the driving shaft and pressed into driving engagement with the iing 29 of the speed-controlling wheel 31. This action is effected by the movement of the levers 45 which are connected to the shaft 9 (operated by the pedal V10) and the upper ends of which levers are connected to links 44 and which links serve to turn thearms 43 through arcs of circles, thus rotating the sleeves 37 and 3S, which surround the shafts of thev disks 27 and 28. The rotation of these threaded sleeves in the iiXed parts 40 of the casing Vcauses the sleeves to travel relatively to said casing and thus force the disks inwardly toward the driving shaft, through pressure applied through the ball bearings surrounding the shafts of the disks. l/Vhen starting, the speed controlling wheel is preferably closely adjacent the centersof the disks 27 and 28 so that the controlling wheel will be driven at a relatively low speed initially. lf the wheel 31 is in front of the centers of the disks 27 and 28 as viewed in Flo'. 1 then D 7 the mechanism will be started in a forward direction, but if upon the other' side 'of the centers of the disks as shown by dotted lines a speed determined by thedistance of said wheel from the centers of the friction Ydriving disks 27 and 2S. i p

To increase lthe speed of the mechanism the 'controlling wheel- 311s eithei'iiioved lon gitudinally along the shaft 20, that is, in an axial direction with respect to said shaft and this movement may be produced either by the positive shifting of the wheel through the lever 35 or the automatic shifting of the wheel effected by raising the driven shaft so as to carry the center of the controlling wheel to an angular position with respect to the centers of the driving disks 27 and 28. vWhen operated by the former method, it is necessary to first disconnect the driving disks 27 and 28 from frictional engagement with the controlling wheel which is effected by releasing the pedal and thereupon the spring 17 will force the wheel 2- away from engagement with the friction rings and 24 of the driving disks 27 and 28 and carry said wheel 2 into engagement with the clutch wheel 16 and at the same time the levers Ll5 and links 44 will y be operated to turn the threaded sleeves 37 and 3S`and move the disks 27 and 28 outwardly away from .the controlling wheel. Thereupon the controlling wheel may be shifted toward the front or rear by the lever c one of the disks, after such disk has been removed from engagement with the controlling wheel. Thereupon the shaft 2O is lifted by rocking the cam a7 against the bearing 1n which 'the said'shaft 1s supported. This movement carries the shaft 20 off center Y with respect to the disks 27 and 28, one of which is still held in engagement with the controlling wheel, whereupon the engaged disk, owing to the direction of its travel and the fact that its tendency is Vto constantly push the wheel 31 forwardlyV during the initial part of its circle of rotation, will causesaid wheel 31 to travel longitudinally on the shaft 20, thus gradually increasing the speed of the wheel and the shaftdriven thereby. The normal speed of the engine is preferably highspeed and in my inven tionthe driven and driving mechanism when operated at' this speed, are adapted to be directly connected without the operative in- 1L terposition of the friction transmission mechanism. This direct connection is effected merely by releasing the pedal., the spring 17 sei-ving to thr vv the two clutch members 2 and 16 into engagement, whereby the hollow driven shaft 2O is directly driven from the driving shaft 1, by this engagement of the respective clutch members of the two shafts. This result is rendered possible 'by having the axis of the driving and Adriven shafts extending in the same direction with one shaft preferably concentric to the other and by having means which will automati? cally disconnect the friction transmission mechanism whenever the two clutch members are positively connected and which will also release said clutch members whenever the friction transmission mechanismV is forced positively into engagement. When the driving and driven mechanisms are thus directly connected, it is possible in my invention to shift the speed controlling wheel for theV purpose of altering the speed of the driven .mechanism friction driven transmissions, this action is not possible and it is required that the mechanisins be rst disconnected before the speed controlling means can be adjusted. In the present case this result is accomplished primarily owing to the extension of the axes of the driving and driven shafts in the same direction and to the axial movement of the' controlling wheel with respect to said shafts.

In the construction above described it will be seen that although a friction mechanism is employed to vary the speed of the driven part, yet that at normalk speeds, such connection is dispensed with and a direct connection in a straight line between the power and the driven Vpart provided, thus avoiding Y transverse strains, avoiding the necessity of providing an extra shaft at right angles to the main shaft and also. avoiding loss of power and obviatingl wear on the friction disks occasioned by the constant use of such disks in the ordinary friction drive mechanism. If desired, the gear connection shown in Fig. 7 may be substituted for the frictional connection illustrated in Fig. l, between the wheel 2 and the disks 27 and 28. In Fig. 8 the modification there illustrated provides a construction which enables still greater driving power on the controlling wheel to be obtained than is possible with a two-disk arrangement. lVith a plurality of disks operating diametrically with respect to the connecting and controlling wheel, it is evident that the power applied to the wheel is balanced and transverse thrust and loss ofpower avoided and suchfconditions obtain both with the construction illustrated in Fig. l and that shown in Fig. 8. Y

Having thus described my invention, what I claim is l. A transmission mechanism having a driving shaft, a driven shaft extending in Ythe same direction as ythe -driving shaft,

clutch means for driving said drivenf'shaft by the first shaft at the same speed as the latter, a frictional speed controlling wheel .mounted on the driven shaft and movable axially thereof, a friction driving disk, means to move said driving disk into engagement with said controlling wheel, sep arate means independent of one another for In the ordinary shifting said clutch and said controlling wheel respectively and means carriedby and concentric with the driving shaft and movable longitudinally of the axis thereof for directly `engaging said friction disk to drive the same from the said shaft.

2. A transmission mechanism having a driving shaft, a driven shaft, said shafts having their laxes in alinement, clutch means betweensaid shafts, said means including a driving member which is movable axially of the driving shaft, opposed. friction driving disks on opposite sides of said shafts and having their axes at right angles thereto, means of operative connec-` tion between said drivingV clutch member and said driving disks, a frictional speed controlling wheel mounted on said driven shaft, means to move said wheel axially of said shaft, and means to move said driving disks into engagement with said wheel, said controlling wheel being movable, past the centers of said driving disks, substantiallyKFV as described. c Y

3. A transmission mechanism having a driving shaft, av drivenshaft, means of re# leasable and direct connection between the driving and driven shafts, a friction drive mechanism intermediate the shafts and means to automatically connect said friction mechanism withY the shafts by the release of the direct drive connection and .means to automatically vrelease said friction drive connectionVr by connecting the direct drive meanswith the shafts,`substantially as described.

4. A transmission mechanism having a 'main driving shaft, a driven shaft,a fric- VllO viis.

is mounted, said shafts having ltheir axes extending' in the same direction, a plurality of opposed friction wheel driving disks adapted to engage said wheel and having their axes at right angles to the axis of the wheel shaft, substantially as described.

6. In a frictionl transmission mechanism, in 'combination with a driving shaft, a driven shaft in alinement with said driving shaft, a clutch member mounted on said driven shaft, a movable clutch memberV mounted on said drivingv shaft, friction driving disks having their axes at right-angies to said shafts, means of operative en- Y gageinent between said driving shaft clutch thereof and having means toengage said driving disks, means for moving said disks toward and away from said wheel, means for moving said clutch member into and out of engagement with said disks and a common operating member for said controlling means of the disk and clutch member and means to move the clutch members into engagement and the -disks out of engagement with the controlling wheel by the same operation of said member, substantially as described.

7. A transmission mechanism having a driving shaft, a driven shaft, clutch members mounted on the respective shafts, a friction wheel mounted on the driven shaft and movable axiallyrthereof, a friction disk adapted to drive said wheel, said driving shaft clutch member being provided with means to directly engage said friction disk to drive the same.

8. A transmission mechanism having a driving shaft, a driven shaft, anaxially movable friction wheel on the driven shaft, a driving disk adapted to engage said wheel,

`a clutch member on said driven shaft, a

clutch member on said driving shaft and eni veloping the driven clutch member, and having means on its inner face to engage said latter' member, and means on its outer peripheral face to engage said friction disk. in witness whereof, I have hereunto set my hand and seal at Indianapolis, Indiana, this 16th day of May, A. D. nineteen hundred and fourteen.

. FCRREST L. HITCHCOCK.

Witnesses:

S. L. ATKINSON, iV. M. Eansoir.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

